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Topic Review (Newest First)

08-05-2012 09:16 PM

spinn

J, my domecile is in a normal alt.

4400 rpm stall converter is not for the dialy driving on street. Talk to the people that make them. Has nothing to do with the persons tolerance, more intellegence.

A new car is different, The combustion chambers are special molds for a perfect flame front. The spring pressures are broken up for 4 valves instead of 2. Multiple cams over head to reduce valvetrain loss. You are talking big design difference. A old 350 sbc looses like 60% of the energy generated from pumping, valvetrain and frictional looses. Not even getting into V V T.

I am throwing information out there. It is up to the reader to decide what is more correct. Peace was never an option, but education will rule.

08-05-2012 09:34 AM

joelster

Quote:

Originally Posted by spinn

V , its not like I was trying to limit my builds to that. It is how much they made.

A .85 hp per in NA engine is a hot engine. 1.2 hp per inch NA is not even realistic. It can be done at a premium. That 375hp/327 never made 375 real hp. Some people became dreamers, instead of builders/creators . I do like to read your reciepes.

.85 hp/cubic inch is NOT a hot engine. Most factory engines can do that sipping 87 octane. Take the new Camaro with its 312hp V-6. It's a 3.6 liter or 220 cubic inches. 220ci=312 hp or about 1.41hp/cube.

Quote:

Originally Posted by spinn

Peaky power and a flat curve power are diffrent. You may get 400+ hp with a 350 single plane, single carb, big cam. A supercharged 350 with a mild cam is gonna walk it from the line. You will not catch up, off the line is were it is won.

Not necessarily true. Yes the supercharged engine will make more torque and more power down low, but the ENTIRE combo comes into play when MOVING the car. A high revving 350 with a single plane that can go to 7k, will s**t all over a supercharged engine that can't go to 6k at the track. RPM is everything at the track. A car that can spin to 7k+ can run a big converter and a steep rear gear. The 350/single plane car can run a 4.56 rear with a 4500 stall, versus the supercharged engine running 3.23's and a 2500 stall. The single plane car would crush the supercharged car out of the hole.

Quote:

Originally Posted by spinn

So what increase the stall to 4000 shift a 6000+ and remove all driveability. Could be but thats not my way.

Driveability is a relative term. What is deemed driveable to you, might be too mild for someone else. There's more to a stall than just the stall speed. A tight converter will drive much better than a loose converter. I have a 4400rpm tight converter in my car that drives very much like stock under light loads.

As far as your own engines, you have to take into account the DA (density altitude) where you live. If your car is running 13.0's, but you live in Denver, it would run MUCH better, if you lived in say, Maryland.

08-04-2012 03:19 PM

prettyboyced

Even when I manually shift it from 1st to 2nd the motor bogs down and back wheels stop spinning and no never touched it

08-04-2012 03:12 PM

cobalt327

Quote:

Originally Posted by prettyboyced

I took it for a test drive but now I can't get out of first when I shift it to sec the motor rev then back wheels brake

Be sure the modulator has the vacuum line hooked up- both ends. You haven't done any work on the governor, have you?

08-04-2012 02:39 PM

prettyboyced

I took it for a test drive but now I can't get out of first when I shift it to sec the motor rev then back wheels brake

08-04-2012 02:28 PM

cobalt327

Quote:

Originally Posted by prettyboyced

Sorry couldn't make it to the track tonight I caught a flat on the way there but the 4k stall Is making a huge difference

You will want to try different leaving techniques but don't be too surprised if it runs real well by matting the gas from an idle on the last yellow. I have found leaving that way lessens the chance of excessive wheelspin that can happen if you leave while foot braking against the converter. But if you have enough traction, you can certainly try loading the converter.

If you load the converter against the brake, don't hold it like that any longer than necessary- the slippage can quickly overheat the ATF. Hopefully you already have an axillary cooler on board.

Good luck at the track!

08-04-2012 12:18 AM

vinniekq2

good luck man! I hope it scares you a little,,,

08-03-2012 09:37 PM

prettyboyced

Sorry couldn't make it to the track tonight I caught a flat on the way there but the 4k stall Is making a huge difference

08-03-2012 09:11 PM

vinniekq2

sorry spin,I do not know"rolf". The fella that it came from ,his name is Jeff Lukovich.I think you were joking and should have said "rofl". I always use solid lifter cams or better for my personal engines.For some one else I would probably recommend a roller hydraulic and a small one.for dirt cheap,,, w/e we can get a deal on atm.

08-03-2012 08:42 PM

spinn

Nice 3300lb 81 camaro with a 455 poncho in it. Must be doing something right.

V, did rolf help you build it? is he a freind of yours.

I claimed, even a 454, not contemplating you had one. Same thing with the 420 lobe lift that was commented the first time. Tighten up will ya. If .650 lift with 260 duration is your thing go with it.

08-03-2012 05:42 PM

vinniekq2

454 chevy bb has a 4.25 bore and 4" stroke

small block 434 has a 4.155 bore and a 4" stroke
so spin? why would my camshaft selection be much different from a 454?
ask people here that have actually used a solid roller camshaft how the engine idles? Its a lumpy sound ,but they idle a reasonable levels.My car idles at 950.

You guys have really fast cars. These are full weight normal driving vehicles? My mothers accord weighs about 3600lb with the 4 cylinder, It is a aluminum can. It is hard to get an old GM full size down to 3600. Almost inpractical.

Using the scale at the land fill. It weighs your car at its actual weight. No door sticker, or advertised weights.

When I did the drag only build with 4.56 gears it would be at the hydraulic limit around 6300-6500rpm. Taking it up before the traps it would run out, and had to let off. Made it to 13 flat using the Mopar direct connection book 13sec 440 reciepe. Mopar 509 cam 3600 stall 4.56 gear in a 3800lbs 70 barracuda. I thought that was a fast package. Using a demon 750 DP.

A 600cfm never made more than 300hp NA.

I built a 355/th350 with the rpm complete heads and cam and intake and 750 carb 3000stall 4.10 build. It supposedly made 420hp, according to the mph it was about 268 rwhp.

My truck is super charged vortec sbc and probably makes 350hp at the flywheel. If you can get 1hp per inch NA that is fantastic. My NA stuff was around .8 to .85hp per inch, figured from the mph.

To dial in the carb we use a 4-5 gas probe at the collector. You turn the car wheels resting on a rollers with 500lbs of resistance strapped down with a fan . O2 Co's Nox A/f in parts per millioin ppm and tune accrording.

Take a look for yourself. I try to document everything. 3320 lbs. ain't exactly a flyweight but is considerably lighter than some F-bodys that rolled off the assembly line.

This Camaro was AC delete from the factory, a bare-bones stripper that originally had a V6/AT in it. No tilt, no cruise control, no nothing. In the final version it weighed a bit more than this because I installed f/r sway bars from a WS6 T/A, a 12-bolt to replace the 3.08 10-bolt, heavier tar-type insulation and a way-big battery in the right side of the trunk.

also forgot to mention,the headers are step headers with 1 7/8" stepped to 2" with 3" collectors. Primary tubes that big require adapters to bolt them to the heads. I use Jere stahl headers and his adapters are different than hooker big tube headers,just in case someone needs to regasket their headers there are 2 sizes depending on adapters

08-03-2012 11:37 AM

vinniekq2

rofl,I lope along at 65 mph at 2100 ish rpm. That is not a huge cam. thats .420 lobe lift btw if you missed the info. so just over 600 lift exhaust and close to 640 lift intake. If you have used any roller cams you know how nice and smooth they are. This cam idles smoother than any 500 lift 300 (advertised) hydraulic flat tappet cam

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